CN108372854B - Device and method for controlling braking of vehicle - Google Patents

Device and method for controlling braking of vehicle Download PDF

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Publication number
CN108372854B
CN108372854B CN201710622644.8A CN201710622644A CN108372854B CN 108372854 B CN108372854 B CN 108372854B CN 201710622644 A CN201710622644 A CN 201710622644A CN 108372854 B CN108372854 B CN 108372854B
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torque
motor
creep torque
maximum
creep
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CN108372854A (en
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许志旭
吴坰澈
赵泰换
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Hyundai Motor Co
Kia Corp
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Hyundai Motor Co
Kia Motors Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B60W10/188—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/107—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
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    • B60Y2300/18008—Propelling the vehicle related to particular drive situations
    • B60Y2300/18108—Braking
    • B60Y2300/18125—Regenerative braking

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  • Engineering & Computer Science (AREA)
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  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
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  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present invention provides an apparatus and method for controlling braking force of a vehicle, which can improve fuel efficiency by increasing a regenerative braking rate in the vehicle. The method comprises the following steps: determining a required deceleration based on the operating state of the other vehicle ahead; determining a maximum value of a maximum creep torque of the motor and a maximum creep torque of the battery as an amount of available creep torque; determining the smaller of the required total creep torque and the amount of available creep torque according to the required deceleration as creep torque; determining a motor torque based on the creep torque; performing regenerative braking by controlling the motor so as to follow the determined motor torque; calculating a deceleration torque based on the creep torque, and calculating an amount of hydraulic braking based on the deceleration torque; and performing hydraulic braking according to the calculated hydraulic braking momentum.

Description

Device and method for controlling braking of vehicle
Technical Field
The present invention relates to a method and apparatus for controlling braking of a hybrid vehicle having both an engine and a motor.
Background
Environmentally friendly vehicles (e.g., hybrid vehicles or electric vehicles) typically use the power of an electric motor and/or an engine.
When a driver frequently steps on a brake according to road conditions while the eco-friendly vehicle is running, acceleration/deceleration of the vehicle may frequently occur. Frequent acceleration/deceleration of the vehicle may increase hydraulic consumption, resulting in a decrease in fuel efficiency.
In addition, in an eco-friendly vehicle equipped with a Smart Cruise Control (SCC) system, a hydraulic braking region is expanded, which may result in a reduction in a regenerative braking region of an electric motor and a reduction in fuel efficiency.
Fig. 5 (related art) is a schematic diagram illustrating loss of regenerative braking due to hydraulic braking, which leads to a decrease in fuel efficiency, in a conventional eco-friendly vehicle. As shown in fig. 5, in a portion where the hydraulic braking region overlaps with the regenerative braking region, the hydraulic braking region erodes a portion of the regenerative braking region (fuel efficiency loss region). The fuel efficiency of conventional vehicles is reduced by the same amount as the eroded area.
In the SCC mode, the existing braking control prefills the hydraulic pressure of the hydraulic braking device to a predetermined level in consideration of the distance and relative speed between the vehicle and another vehicle, so that the actual braking control is performed faster. Under ideal prefill conditions, the brake disc and brake pad should be held very close to each other without contact. However, under actual pre-fill conditions, the brake disk and brake pad may slightly contact each other. This results in inadvertent hydraulic braking during actual prefill with the result that a fuel efficiency loss area as shown in fig. 5 is created due to hydraulic braking.
Disclosure of Invention
The present invention can improve fuel efficiency by increasing the regenerative braking rate in an environmentally friendly vehicle.
According to the invention, a method for controlling braking of a vehicle comprises: determining a required deceleration based on the operating state of the other vehicle ahead; determining a maximum value of a maximum creep torque of the motor and a maximum creep torque of the battery as an amount of available creep torque; determining the smaller of the required total creep torque and the amount of available creep torque according to the required deceleration as creep torque; determining a motor torque based on the creep torque; performing regenerative braking by controlling the motor so as to follow the determined motor torque; calculating a deceleration torque based on the creep torque, and calculating an amount of hydraulic braking based on the deceleration torque; and performing hydraulic braking according to the calculated hydraulic braking amount.
The amount of creep torque available is obtained by the following equations (1) to (3).
< equation 1>
Maximum creep torque of the motor (maximum charging torque) (motor efficiency) (transmission ratio) (drive system efficiency)
< EQUATION 2>
Maximum charging torque of the battery (maximum charging power) and (battery efficiency)/(motor speed) and (motor efficiency) and (gear ratio) (drive system efficiency)
< EQUATION 3>
The amount of creep torque available is MAX (maximum creep torque of the motor, maximum creep torque of the battery).
The motor torque is obtained by the following equation (5).
< equation 5>
Electric motor torque ═ (creep torque)/(transmission ratio drive system efficiency · electric motor efficiency)
The motor torque is obtained by the following equation (6).
< equation 6>
Deceleration torque (motor torque) (motor efficiency) (transmission ratio) (drive system efficiency)
The hydraulic momentum is obtained by the following equation (7).
< EQUATION 7>
The magnitude of the hydraulic braking force (total creep torque required according to the deceleration required) - (deceleration torque)
The required deceleration is determined based on the relative speed and distance to the other vehicle.
According to another aspect of the present invention, a method for controlling braking of a vehicle includes: determining a required deceleration based on the operating state of the other vehicle ahead; determining a maximum value of a maximum creep torque of the motor and a maximum creep torque of the battery as an amount of available creep torque; determining the smaller of the required total creep torque and the amount of available creep torque according to the required deceleration as creep torque; determining a motor torque based on the creep torque; regenerative braking is performed by controlling the motor so as to follow the determined motor torque.
The amount of creep torque available is obtained by the following equations (1) to (3).
< equation 1>
Maximum creep torque of the motor (maximum charging torque) (motor efficiency) (transmission ratio) (drive system efficiency)
< equation 2>
Maximum charging torque of the battery (maximum charging power) and (battery efficiency)/(motor speed) and (motor efficiency) and (gear ratio) (drive system efficiency)
< equation 3>
The amount of creep torque available is MAX (maximum creep torque of the motor, maximum creep torque of the battery).
The motor torque is obtained by the following equation (5).
< equation 5>
Electric motor torque ═ (creep torque)/(transmission ratio drive system efficiency · electric motor efficiency)
The motor torque is obtained by the following equation (6).
< equation 6>
Deceleration torque (motor torque) (motor efficiency) (transmission ratio) (drive system efficiency)
The required deceleration is determined based on the relative speed and distance to the other vehicle.
According to another aspect of the present invention, an apparatus for controlling braking of a vehicle includes: a sensor that determines a required deceleration based on an operating state of the other vehicle ahead; a first controller that determines a maximum value of a maximum creep torque of the motor and a maximum creep torque of the battery as an amount of available creep torque, determines a smaller value of a required total creep torque according to a required deceleration and the amount of available creep torque as creep torque, and determines motor torque based on the creep torque; a second controller that performs regenerative braking by controlling the motor so as to follow the determined motor torque; and a third controller that calculates a deceleration torque based on the creep torque, calculates an amount of hydraulic braking based on the deceleration torque, and performs hydraulic braking according to the calculated amount of hydraulic braking.
According to another aspect of the present invention, an apparatus for controlling braking of a vehicle includes: a sensor that determines a required deceleration based on an operating state of the other vehicle ahead; a first controller that determines a maximum value of a maximum creep torque of the motor and a maximum creep torque of the battery as an amount of available creep torque, determines a smaller value of a required total creep torque according to a required deceleration and the amount of available creep torque as creep torque, and determines motor torque based on the creep torque; and a second controller that performs regenerative braking by controlling the motor so as to follow the determined motor torque.
Aspects of the present invention are directed to improving regenerative braking rates in environmentally friendly vehicles. This leads to an improvement in fuel efficiency of the eco-friendly vehicle.
Drawings
These and/or other aspects of the invention will be apparent from and more readily appreciated by reference to the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic block diagram illustrating a hybrid vehicle powertrain system and control system in accordance with an embodiment of the present invention.
Fig. 2 is a block diagram illustrating generation of braking force for improving fuel efficiency in a hybrid vehicle according to an embodiment of the present invention.
Fig. 3 is a flowchart illustrating a method for controlling braking of a hybrid vehicle according to an embodiment of the present invention.
Fig. 4 is a schematic diagram illustrating the effect of creep torque braking of the hybrid vehicle according to the embodiment of the invention.
Fig. 5 (related art) is a schematic diagram showing a loss of regenerative braking resulting in a decrease in fuel efficiency due to hydraulic braking in a conventional eco-friendly vehicle.
Detailed Description
It should be understood that the term "vehicle" or "vehicular" or other similar terms as used herein generally include: motor vehicles, such as passenger cars including Sport Utility Vehicles (SUVs), buses, trucks, various commercial vehicles; watercraft including various boats and ships; aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle having two or more power sources, such as gasoline-powered and electric-powered vehicles.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. Throughout the specification, unless explicitly described to the contrary, the word "comprise", and variations such as "comprises" or "comprising", will be understood to imply the inclusion of stated elements but not the exclusion of any other elements. In addition, the terms "unit", "piece", "device", and "module" described in the specification refer to a unit for processing at least one of functions and operations, and may be implemented by hardware components or software components, and a combination thereof.
Furthermore, the control logic of the present invention may be embodied as a non-transitory computer readable medium on a computer readable medium containing executable program instructions for execution by a processor, controller, or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, Compact Disc (CD) -ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage device. The computer readable medium CAN also be distributed over a network coupled computer system so that the computer readable medium is stored and executed in a distributed fashion, such as over a telematics server or a Controller Area Network (CAN).
In the description of the present invention, the drawings and the embodiments shown in the drawings are preferred examples of the disclosed invention, and various modifications that can substitute for the embodiments and drawings of the present invention may exist at the time of filing the present invention.
In addition, the same reference numerals or the same symbols used in the drawings of the present invention denote elements that substantially fulfill the same functions.
Reference will now be made in detail to the exemplary embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the like elements throughout.
FIG. 1 is a schematic block diagram illustrating a hybrid vehicle powertrain system and control system in accordance with an embodiment of the present invention. As shown in fig. 1, a hybrid vehicle powertrain system and control system according to an embodiment of the present invention may include a smart cruise control System (SCC)8, a Hybrid Control Unit (HCU)10, an Engine Control Unit (ECU)12, a Motor Control Unit (MCU)14, a Transmission Control Unit (TCU)16, an Active Hybrid Boost (AHB)18, an engine 20, an engine clutch 22, an electric motor 24, a transmission 26, and a battery 28.
Using a radar at the front of the hybrid vehicle as a sensor mounted on the hybrid vehicle, the SCC 8 automatically keeps a distance from a front obstacle (e.g., another vehicle traveling in front). In other words, the vehicle automatically travels at the speed set by the driver without requiring the driver to perform the operations of the accelerator pedal and the brake pedal, and automatically keeps a distance from the vehicle ahead using a radar.
The HCU (hybrid control unit) 10 is a main controller for controlling the overall operation of the hybrid vehicle. The HCU10 integrally manages control actions of other controllers. Specifically, the HCU10 connects each controller using a high-speed Control Area Network (CAN) communication line for exchanging information with each other. The HCU10 performs cooperative control to control the output torques of the engine 20 and the motor 24 through integrated management.
The ECU 12 controls the overall operation of the engine 20. The MCU 14 controls the overall operation of the motor 24. The TCU 16 controls the overall operation of the transmission 26.
The AHB 18 performs braking of the hybrid vehicle by electronically controlling the master cylinder and the wheel cylinders in response to an operation of a brake pedal by a driver.
The engine 20 is a power source for providing power for moving the hybrid vehicle. The engine 20 outputs power in the ignition-on state.
The engine clutch 22 is provided between the engine 20 and the motor 24. The engine clutch 22 receives a control signal from the HCU10, and selectively connects the engine 20 or the motor 24 to the transmission 26 according to a running mode of the hybrid vehicle.
The motor 24 is driven by three-phase AC power applied from the battery 30 through an inverter to generate torque. In the case of the inertia running, the motor 24 operates as a generator to generate regenerative energy. The regenerative energy generated by the motor 24 is used to charge the battery 30.
The output torque of the engine 20 or the motor 24, which is selected in accordance with the engagement and disengagement of the engine clutch 22, is supplied as input torque to the transmission 26. An arbitrary gear of the transmission 26 is selected according to the speed and the running condition of the hybrid vehicle, and the driving force is transmitted to the driving wheels, thereby maintaining the running state of the hybrid vehicle.
The battery 28 is composed of a plurality of unit cells. The battery 28 stores energy (e.g., a direct current voltage of 400V to 450V) for driving the motor 24.
Fig. 2 is a block diagram illustrating generation of braking force for improving fuel efficiency in a hybrid vehicle according to an embodiment of the present invention.
The SCC 8 determines a required deceleration of the hybrid vehicle based on a relative speed and distance to a preceding obstacle (e.g., other vehicle) using a radar. The SCC 8 determines i) a deceleration start distance, ii) a distance to reach the speed of the other vehicle, and iii) a time to reach the other vehicle based on the relative speed and distance to the other vehicle. The SCC (8) determines the required deceleration based on three factors i), ii) and iii).
The HCU10 obtains the amount of creep torque available, which is the amount of creep torque (negative torque) that can be generated by the motor 24 according to the maximum creep torque of the motor 24 and the battery 28, respectively. The HCU10 determines the greater of the maximum creep torques for each of the motor 24 and the battery 28 as the amount of creep torque available. The HCU10 also determines the smaller of the required total creep torque and the amount of available creep torque according to the required deceleration as the creep torque.
The HCU10 also determines motor torque based on the previously determined creep torque. The motor torque may be expressed as a ratio of the product of the transmission ratio, the drive-train efficiency and the motor efficiency to the creep torque. The value of the motor torque determined at the HCU10 is sent to the MCU 14. The MCU 14, which receives the value of the motor torque, controls the motor 24 to generate a creep torque according to the received value of the motor torque. Regenerative braking is performed by generating creep torque.
When the SCC mode of the hybrid vehicle is active, the HCU10 calculates a deceleration torque based on the determined creep torque.
The deceleration torque calculated by the HCU10 can be expressed as a product of the motor torque, the motor efficiency, the gear ratio, and the drive system efficiency.
The SCC 8 generates information of hydraulic braking in consideration of the deceleration torque, and provides the information of hydraulic braking to the AHB 18.
The AHB 18 calculates the hydraulic braking momentum based on the deceleration torque supplied from the SCC 8. The AHB 18 determines the deceleration torque as the hydraulic braking amount, in addition to the deceleration torque (regenerative braking amount) provided by the motor torque in the required total creep torque (i.e., the required total braking amount) according to the required deceleration. That is, the hydraulic braking amount is determined by subtracting the regenerative braking amount from the required total braking amount.
According to the determined hydraulic braking momentum, hydraulic braking is performed by a hydraulic actuator in the brake to follow a desired total creep torque according to a desired deceleration.
Fig. 3 is a flowchart illustrating a method for controlling braking of a hybrid vehicle according to an embodiment of the present invention.
During travel of the hybrid vehicle according to the embodiment of the invention, the SCC 8 determines a required deceleration of the hybrid vehicle based on a relative speed and distance to a preceding obstacle (e.g., other vehicle) using a radar (302). The SCC 8 determines i) a deceleration start distance, ii) a distance to reach the speed of the other vehicle, and iii) a time to reach the other vehicle based on the relative speed and distance to the other vehicle. The SCC (8) determines the required deceleration based on three factors i), ii) and iii).
The HCU10 obtains the amount of available creep torque, which is the magnitude of creep torque (negative torque) that can be generated by the motor 24 according to the maximum creep torque of the motor 24 and the battery 28, respectively, by equations 1 and 2 below (304).
< equation 1>
Maximum creep torque of the electric motor 24 (maximum charging torque) (motor efficiency) × (transmission ratio) ((drive system efficiency))
< EQUATION 2>
The maximum charging torque of the battery 28 (maximum charging power) × (battery efficiency)/(motor speed) × (motor efficiency) × (gear ratio) (drive system efficiency)
< equation 3>
The amount of creep torque available is MAX (maximum creep torque of the motor, maximum creep torque of the battery).
The HCU10 also determines the smaller of the required total creep torque and the amount of available creep torque according to the required deceleration as the creep torque, as shown in equation 4 below (306).
< equation 4>
MIN (total creep torque required according to deceleration required, amount of available creep torque)
The HCU10 determines motor torque based on the creep torque determined in step 306. The motor torque is determined according to equation 5 below.
< equation 5>
Electric motor torque ═ (creep torque)/(transmission ratio drive system efficiency · electric motor efficiency)
The motor torque value determined in step 308 is sent to the MCU 14 (310). The MCU 14 receives the value of the motor torque and controls the motor 24 to generate a creep torque according to the received value of the motor torque. Regenerative braking is performed by generating creep torque. When the SCC mode of the hybrid vehicle is active, the HCU10 calculates a deceleration torque based on the determined creep torque. The SCC 8 generates information of hydraulic braking in consideration of the deceleration torque, and provides the information of hydraulic braking to the AHB 18. The deceleration torque calculated by the HCU10 can be expressed by the following equation 6.
< equation 6>
Deceleration torque (motor torque) (motor efficiency) (transmission ratio) (drive system efficiency)
The AHB 18 calculates a hydraulic braking momentum based on the deceleration torque supplied from the SCC 8 (316). The AHB 18 determines the deceleration torque as the hydraulic braking amount, in addition to the deceleration torque (regenerative braking amount) provided by the motor torque in the required total creep torque (i.e., required total braking amount) according to the required deceleration. That is, the hydraulic braking amount is determined by subtracting the regenerative braking amount from the required total braking amount.
< equation 7>
The magnitude of the hydraulic braking force (total creep torque required according to the deceleration required) - (deceleration torque)
According to the determined hydraulic braking momentum, hydraulic braking is performed by a hydraulic actuator in the brake to follow a desired total creep torque according to a desired deceleration.
Fig. 4 is a schematic diagram illustrating the effect of creep torque braking of the hybrid vehicle according to the embodiment of the invention.
As shown in fig. 4, in the hybrid vehicle according to the embodiment of the invention, braking by creep torque is first performed during the entire braking process required for deceleration, and when braking by creep torque alone is insufficient, hydraulic braking is additionally performed for the latter stage of the entire braking process to secure the required total braking amount.
As described above, since there is no interference of the hydraulic brake in the creep torque portion, there is no reduction in fuel efficiency due to the hydraulic brake. That is, the fuel economy of the vehicle according to the embodiment of the invention is improved by braking using creep torque, while ensuring sufficient braking force when necessary.
It should be understood that the above description is only illustrative of the technical idea and that various modifications, changes and substitutions may be made without departing from the essential characteristics of the present invention. Therefore, the above-described embodiments and drawings are intended to illustrate rather than to limit the technical idea, and the scope of the technical idea is not limited by these embodiments and drawings. The scope thereof should be construed according to the appended claims, and all technical ideas within the same scope should be construed as being included in the claims.

Claims (13)

1. A method for controlling braking of a vehicle, comprising:
determining a required deceleration based on the operating state of the other vehicle ahead;
determining a maximum value of a maximum creep torque of the motor and a maximum creep torque of the battery as an amount of available creep torque;
determining the smaller of the required total creep torque according to the required deceleration and the amount of the available creep torque as a creep torque;
determining a motor torque based on the creep torque;
performing regenerative braking by controlling the motor so as to follow the determined motor torque;
calculating a deceleration torque based on the creep torque, and calculating an amount of hydraulic braking based on the deceleration torque; and
and performing hydraulic braking according to the calculated hydraulic braking momentum.
2. The method of claim 1, wherein the amount of available creep torque is obtained by equations (1) to (3) below;
< EQUATION 1>
Maximum creep torque of the motor (maximum charging torque) (motor efficiency) (transmission ratio) (drive system efficiency)
< equation 2>
Maximum charging torque of the battery (maximum charging power) and (battery efficiency)/(motor speed) and (motor efficiency) and (gear ratio) (drive system efficiency)
< equation 3>
The amount of creep torque available is MAX (maximum creep torque of the motor, maximum creep torque of the battery).
3. The method according to claim 1, wherein the motor torque is obtained by the following equation (5);
< equation 5>
Motor torque (creep torque)/(transmission ratio drive system efficiency motor efficiency).
4. The method according to claim 1, wherein the motor torque is obtained by the following equation (6);
< equation 6>
The deceleration torque is (motor torque) × (motor efficiency) × (gear ratio) (drive system efficiency).
5. The method of claim 1, wherein the hydraulic pressing momentum is obtained by the following equation (7);
< equation 7>
The magnitude of the hydraulic braking momentum (the required total creep torque according to the required deceleration) - (the deceleration torque).
6. The method of claim 1, wherein the required deceleration is determined based on a relative speed and distance to the other vehicle.
7. A method for controlling braking of a vehicle, comprising:
determining a required deceleration based on the operating state of the other vehicle ahead;
determining a maximum value of a maximum creep torque of the motor and a maximum creep torque of the battery as an amount of available creep torque;
determining the smaller of the required total creep torque and the amount of available creep torque according to the required deceleration as creep torque;
determining a motor torque based on the creep torque; and
regenerative braking is performed by controlling the motor so as to follow the determined motor torque.
8. The method of claim 7, wherein the amount of available creep torque is calculated according to equations (1) to (3) below;
< equation 1>
Maximum creep torque of the motor (maximum charging torque) (motor efficiency) (transmission ratio) (drive system efficiency)
< EQUATION 2>
Maximum charging torque of the battery (maximum charging power) and (battery efficiency)/(motor speed) and (motor efficiency) and (gear ratio) (drive system efficiency)
< EQUATION 3>
The amount of creep torque available is MAX (maximum creep torque of the motor, maximum creep torque of the battery).
9. The method according to claim 7, wherein the motor torque is obtained by the following equation (5);
< equation 5>
Motor torque (creep torque)/(transmission ratio drive system efficiency motor efficiency).
10. The method according to claim 7, wherein the motor torque is obtained by the following equation (6);
< equation 6>
The deceleration torque is (motor torque) × (motor efficiency) × (gear ratio) (drive system efficiency).
11. The method of claim 7, wherein the required deceleration is determined based on a relative speed and distance to the other vehicle.
12. An apparatus for controlling braking of a vehicle, comprising:
a sensor that determines a required deceleration based on an operating state of the other vehicle ahead;
a first controller that determines a maximum value of a maximum creep torque of the motor and a maximum creep torque of the battery as an amount of available creep torque, determines a smaller value of a required total creep torque according to a required deceleration and the amount of available creep torque as creep torque, and determines motor torque based on the creep torque;
a second controller that performs regenerative braking by controlling the motor so as to follow the determined motor torque;
a third controller that calculates a deceleration torque based on the creep torque, calculates an amount of hydraulic braking based on the deceleration torque, and performs hydraulic braking according to the calculated hydraulic braking amount.
13. An apparatus for controlling braking of a vehicle, comprising:
a sensor that determines a required deceleration based on an operating state of the other vehicle ahead;
a first controller that determines a maximum value of a maximum creep torque of the motor and a maximum creep torque of the battery as an amount of available creep torque, determines a smaller value of a required total creep torque according to a required deceleration and the amount of available creep torque as creep torque, and determines motor torque based on the creep torque; and
a second controller that performs regenerative braking by controlling the motor so as to follow the determined motor torque.
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